Half to martin a



(No Model.)

W. H. ELMOND.

RAIL BRAKE.

No. 448,419. Patented Mar. 17, 1891.

1 m, .MI5 v I f u., ..//y

UNITED STATES PATENTV OFFICE.

IVIIJLIAM HENRY ELMOND, OF KANSAS CITY, MISSOURI, ASSIGNOR OF ONE- HAIIFTO MARTIN A. PENINGTON, OF SAME PLACE.

RAIL-BRAKE.

SPECIFICATION forming part of Letters Patent No. 448,419, dated March1'7, 1891. Application iled December 9, 1890. Serial No. 374,008. Nomodel.)

To @ZZ whom t may concern,.-

Be it known that I, WILLIAM HENRY EL- MOND, a citizen of the UnitedSt-ates, residing at Kansas City, in the county of Jackson and 5 Stateof Missouri, have invented certain new and useful Improvements inRail-Brakes; and

I do hereby declare the following to be a full,

clear, and exact description of the invention,

such as will enable others skilled in the art 1o to which it appertaiusto make and use the same.

My invention relates to improvements in rail-brakes adapted for use oncable and other cars; and the primary object of the invention is toprovide a brakethe sole of which is detachably secured within andconnected to the brake-shoe, so as to permit of its ready removal andreplacement by another sole when desirable. y

A further object of the invention is toprovide a brake the sole of whichcan be adjusted vertically with relation to the brakeshoe in order tocompensate for wear on the contact-face of the sole.

A further object of the invention is to provide a clamp or lockingdevice for securing the sole in position in the brake-shoe, which can beeasily operated without the aid of any tool to release the sole whendesired.

A still further object of the invention is t0 provide a rail-brake whichshall be cheaper of manufacture, as eflicient in operation, and muchsimpler in construction than any device of this kind known to me and atpresent -in use.

With these and other ends in view my invention resides in thecombination of an angular brake-shoe adapted to partially surround awooden sole and provided near either end with an upwardly-extending lug,a clamping or locking plate connected to the outer face of each of vsaidlugs, and an operating lever fulcrumed or pivoted :in each of said lugsand operating between the outer face of the lug/and the inner face ofthe upper portion ofthe clamping or locking plate to force the loweredge of said plate tightly against the outer face of the sole of thebrake and hold it securely in position within the brakeshoe.

My invention further resides in the peculiar construction andarrangement of parts, as

.will be hereinafter more fullydescribed and claimed. l

In order that others may understand my invention, I have illustrated thesame in the accompanying drawings, in which- Figure I is a perspectiveview of a brakeshoe detached from the car constructed in accordance withmy invention. Fig. II is a 6o transverse sectional view on the line :ra: of Fig. I. Fig. III is a side elevation showing the manner ofcompensating for wear on the contact-face of the sole Y of the brake;and Fig. IV is a side elevation showing the parts in positionto allow ofthe removal of the sole of the brakeshoe.

Like letters of reference denote correspond ing parts in all the figuresof the drawings, refcrring to which- Y A designates the brake-shoe, ofiron or any other suitable material, substantially rightangular incross-section, and the shoe partially incloses the brake-sole B, whichpreferably consists of a block of wood, which material has by practicebeenproved the most effective material for this purpose. Thebrakeshoe Ahas each end partially closed by a piece C, made integral with the shoe,and these end pieces C serve to prevent endwise So movement of the soleB within the shoe when the saine 'is forced into contact with the railto stop the motion ot' the car; and the shoe A is further provided onits upper side near either end thereof with an upwardly-extending lug D,one face of the lug D being iiush with the outer face of the top of theshoe A.

Through the lugD passes a short bolt E, and on this bolt is litted aclamping or locking plate F, made of any suitable material and extendingfrom a point some distance above the bolt E to a point about on linewith the lower edge of the rear and end pieces of the brake-shoe A. Theplate F is held on the bolt E by means of a nut G, and the lower edge ofsaid plate is bent inwardly to form a tooth or biting-edge II, which isadapted to take or be forced into the outer face of the sole B for thepurpose of holding the same in position in the brake-shoe. In the outerface of the IOO lug D, near the inner end thereof, is pivoted awedge-like lever K, which operates between the outer face of the lug Dand the inner face of the clamp or plate F, said plate having its upperend grooved or recessed in order to form a socket L for the reception ofthe lever K. The lever K is of such proportions and shape that when itis in position between the lug and the plate, as shown in Figs. I andIII, it operates to force the upper end of the plate F outward a slightdistance, and as said plate is prevented from rearward movement on'thobolt E by the nut G this outward movement of the upper end causes thelower end of the clamping-plate to be moved inward toward the outer faceof the brake-sole and thus force the tooth or biting-edge l'I firmlytherein.

In Fig. IV of the drawingslhave illustrated means for compensating forthe wear on the lower or contact face of the brake-sole B, which verydesirable end I accomplish in the following manner: When the lower orcontact face of the brake-sole has become worn, so as to avoid contactwith the rail when the brake-shoe is depressed,thelever K is raised,which relieves the pressure on the upper end of the plate F, and thebiting-edge H can be withdrawn from the face of the brake-sole byslightly pressing on the plate. The brakesole is then lowered therequired distance and a iller or strip of wood M of the necessarythickness is forced or wedged between the upper surface of thebrake-sole and the inner surface of the brake-shoe to completely ll thespace formed by lowering the brakesole. lhe lever K is then depressedagain and the lower biting-edge of the clampingplate forced into thebrake-sole. It is obvious that the brake-sole can be lowered from timeto time as it becomes necessary, so long as the upper edge of thebrake-sole remains above the line of the biting-edge of the clamp F andthe lower edge of the rear and end pieces of the brake-shoe. W'hen thebrakesole becomes worn to such an extent that it is impossible to lowerit, in the manner just described, sufficiently to make it effective, orfor any other reason it is desired-to replace the old sole with a newone, the lever K is raised and the plate F turned on the bolt E into theposition shown4 in Fig. IV, when the new sole can be readily tted intothe brake-shoe and locked therein in the manner hereinbefore described.

The operation and advantages of my invention will be readily understoodand appreciated by those skilled in the art to which it relates 'fromthe foregoing description, taken iu connection with the accompanyingdrawings. t

No means for attaching .the brake-shoe to the body or frame of a car ishere shown and described, as the same forms no part of my invention. Anyof the common forms of connections now in use maybe used in connectionwith my improved brake-shoe.

I am aware that changes in the form and proportion of parts and detailsof construction can be made withoutdeparting from the spirit orsacrificing the advantages of my invention, and I therefore reserve theright to make such changes as fairly fall within the scope of myinvention.

Having thus described my invention, what I claim as new, and desire tosecure by Iietters Patent, is-

l. In a rail-brake, the combination, with a brake-shoe and a brake-sole,of the lockingplates, and the wedging-levers operating between thcbrake-shoe and the locking-plates, substantially as described, for thepurpose specified.

2. In a rail-brake, the combination of a brake-shoe provided with thelugs, a brakesole, and the locking-plates connected to the lugs andengaging the brake-sole, substantiall,Vv as shown and described.

3. In a rail-brake, the combination of a brake-shoe provided with thelugs, the brakesole, the locking-plates detachably secured to the lugsand contacting at one end with the brake-sole, and the wedging-leverpivoted in the lug and operating between the lug and the clamping-plate,all combined and arranged as and for the purpose described.

et. In a rail-brake, the combination of a brake-shoe, the brake-soletted in the brakeshoe, the connecting-plates intermediate of thebrake-shoe and the brake-sole and provided at one end with the tooth orbiting-edge and at the other with a socket, and the wedgingleverspivoted on the brake-shoe and operating between the shoe and the plates,substantially as shown and described, for the purpose specified.

5. In a rail-brake,'the combination, with an angular brake-shoeVprovided with the end pieces and the upwardly-extending lugs, of abrake-sole fitted within the brake-shoe, the

bolts E, passing through the lugs of the brakeshoe, the locking-platesdetachably fitted on said bolts and each provided at one end with theinwardly-extending biting-edge and at the other end with the socket L,and the wedging-levers pivoted in the lugs ofthe brakeshoe and operatingbetween such lugs and the locking-plates, as and for the purposespecified, substantially 'as shown and described.

In testimony whereof I afix my signature in presence of two witnesses.

VILLIAM HENRY ELHON D.

